2014 Toyota Tundra: First Drive

Tundra front tow II

Although it's been a long time coming — approximately seven years since the last generation's introduction — the 2014 Tundra is not the major redesign many expected. Even Toyota is calling this a "minor" change, emphasizing that the 2014 Tundra has a new exterior look with many interior improvements specifically designed to resonate more strongly with loyal Toyota customers than to conquer new buyers.

Some may question, and rightfully so, why Toyota is simply offering what is essentially a midmodel refresh when all the other full-size half-ton players have a much more aggressive strategy when attacking this recovering — and growing — segment. So let's provide some context.

When Toyota first announced its intentions in 2003 to build a full-size truck plant in San Antonio, the original cost estimates were less than $1 billion — a hefty investment to be sure, although maybe not a bad price for a state-of-the-art production facility with supplier production plants on site. At the time, the full-size pickup truck market was well above 2 million units per year.

Not long after Toyota started construction of the new facility, estimates climbed to $1.4 billion as changes were made. By the time the plant was finished 2006 and both full-size Tundras and midsize Tacomas were rolling off the line (in 2010--it's the only plant in the world that makes both large and small pickups), the total investment costs for the Texas plant were just over $2 billion — more than double what Japanese leadership agreed to at the beginning of the process.

Then the economy fell off a cliff, and Tundra sales were cut by more than half in just two years.

That kind of financial punch to the stomach for a conservative corporation like Toyota leaves an impression with executives who typically have long memories. By the time the Tundra was ready for its third-generation updates, it was difficult for the U.S. engineering and design team to get the money necessary for a full revamp of the pickup, especially at a time when the U.S. economy was showing just small regional gains in growth.

From our point of view, this is the most logical explanation why the 2014 Tundra didn't get any chassis, powertrain or other advanced performance enhancements; the U.S. team was given a limited pile of cash to work with and upgrades had to be prioritized. Clearly, the loudest voices (we'll assume from customers) complained about how the second-gen Tundra looked, inside and out.

Before we dive into the changes on the third-gen Tundra, we want to make clear there are no powertrain changes (it still offers three DOHC engines: a 4.0-liter V-6, a 4.6-liter V-8 and a 5.7-liter V-8), no wheelbase or bed length changes (still three each) and no cab configuration changes (still regular, double cab and CrewMax). Toyota tells us that each of these areas will see changes in the future, but these 2014 updates focus on three key areas: exterior, interior and a small amount of suspension tuning.

Exterior Design

Tundra front wht II

The most obvious changes to the new Tundra were primarily motivated by customer clinics, which described the second-generation Tundra as too round and dull ("bubbly"), looking a bit bloated. That made the solution pretty simple: sharpen up the front and rear lines with tight angles to make it more aggressive looking. The result is a taller and wider front grille for each of the five trim packages (SR, SR5, Limited, Platinum and 1794 Edition), each with their own muscular and blocked look.

The taller headlights are now a simpler and cleaner-looking single bulb design; the front grille has been reshaped with trapezoidal cuts at the bottom corners (like the Ram?); and the bigger inner grille slots have a chiseled, billetlike look that changes slightly between the five trims. Additionally, both the front and rear bumpers have a new three-piece design (two outers and a beefier center section) that will also allow for more trim-level distinction, as well as making it easier to repair.

The Southern California design team also gave the side of the truck a more substantial look with the help of side-cut fender flares incorporated into the quarter-panel stamped steel. Around back, there are new taillights and a newly designed tailgate that includes an integrated spoiler and a branding-iron-like Tundra name stamped into the lower-right face. Interestingly, in order to squeeze out every possible extra tenth of a mile per gallon (without significant weight reduction), Toyota engineers have incorporated several "vortex generators" into the side mirrors and on the taillights in an attempt to smooth out turbulent air as it moves around the truck at speed. These little plastic fins are supposed to create low-pressures zones at the side of the truck; this added pressure, in addition to reducing wind friction, is also supposed to smooth and stabilize the ride and handling of the truck. Maybe that's not such a big deal when running near maximum payload, but when driving a pickup empty — which most of us do the majority of the time) — we appreciate the attention to this small detail.

There are no changes to any of the three bed choices (8-foot, 6.5-foot or 5.5-foot) in the form of added storage, bed access or tie-down technology. The same drop-in bedliners and cargo rail systems are still an option across all lineups.

Interior Design

Tundra Int II

Inside the cabin is where the new Tundra offers more significant changes. The entire gauge cluster and center stack has been redesigned and configured, and it's a huge improvement. Gone are the barrel-type gauge readouts in favor of the more conventional (among pickups) open-face dials that offer large engine rpm and speedometer readouts, with smaller crankcase, engine coolant, fuel and battery status gauges at each corner. Additionally, all 2014 Tundras offer a center LCD information screen (between the two main gauges) that allows drivers to scroll through other safety, engine and fuel economy data via a steering-wheel button.

The new layout is much simpler to use and easier to see, and it provides more information than ever before, a vast improvement over the second-gen layouts.

Regarding the new center stack, gone is the "split-use" strategy that made it difficult for the driver to reach the climate and radio controls. The entire grouping of dash controls has now been moved almost 3 inches closer to the driver, allowing a more comfortable reach, and the knob labels and the number of buttons have been simplified as well.

The interior designers did a great job of creating little cutouts in the dash and center console, providing tons of small niches and slots to hold phones, wallets, maps, keys or anything else small in size. In addition, the doors now offer a multitiered storage area strategy. The center console is about 10 percent larger.

Tundra gauges 2 II

SR — Tundra's designated Work Truck Package — and SR5 models will offer a 40/20/40 bench or bucket seats, with CrewMax cabs (available for SR5 and standard for Limited, Platinum and 1794 Edition) offered with redesigned front bucket seats. A big change for CrewMax buyers will be the loss of sliding adjustable rear seats; instead the cab will offer seatbacks mounted to the cab wall at a good angle, allowing the seat bottoms to flip up (similar to all the crew-cab competitors in the segment), allowing for more storage capacity. In fact, where the old seatbacks had to flip forward to lie flat, this new setup lowers the load-in height through the rear doors by more than 11 inches. Oddly, the CrewMax floor height has a big bump under the seats that is not present in the double-cab model, limiting a flatter floor by a small amount. We expect that to be addressed when the chassis and frame get its next update.

Drive Impressions

Tundra camper tow II

With most of the changes to the new Tundra in the cosmetic sphere, you'd think the truck would drive exactly like the 2013 model, but it does not. Thankfully, Toyota engineers took the opportunity to make some front and rear spring rate tweaks, as well as some small steering tuning changes. Both offer solid results.

During our time driving different versions of the 2014 truck over several Pennsylvania highway and broken-pavement routes, we were struck with the noticeable stability improvements and tighter handling. We didn't have a chance to drive any of the trucks with a payload, so we can't comment about how this truck copes with heavier loads. According to the chief engineer, there was a lot of work done in how the rear leaf springs respond to road irregularities, specifically during rebound duties. After taking a harsh hit, the springs seem to do a much better job smoothing the road feel and keeping the empty rear end under control. That makes for a more comfortable ride with less of the rear bounce or shudder we've felt in the past with various Tundras.

We also appreciated that Tundra engineers have reworked the front coil spring rates, as well as the speed and flow of the steering box. The results are not life-changing but the quicker response feel and better on-center hold (constant wheel corrections are no longer needed when driving down smooth, straight roads) makes the driving feel a touch more relaxing. Again, it's a small thing but we hugely appreciate that Toyota tried to do something here.

We did get to tow with four different 5.7-liter V-8 Tundras (SR5, Limited, Platinum and 1794 Edition), each with a well-loaded trailer. The trailer weights (we were told) sat between 7,500 and 9,000 pounds, and each pickup had the appropriate weight-distributing hitch. Although no mechanical changes have been made and no max payload, towing or gross vehicle weight rating numbers have changed from 2013 to 2014, we have to say the 2014 Tundras seemed to mysteriously feel more confident and easier to maneuver (could be in the updated steering but we're pretty sure the vortex generators were a nonissue).

Tundra mud II

Tundra still uses those ugly slide-out (and small) squared-off towing mirrors, but we liked the more confident feeling we had behind the wheel. We couldn't put a finger on whether that's because of the new interior, small steering changes or the fact we've always liked the power and sound of the Toyota 5.7-liter V-8. According to the Toyota engineers, they've touched nothing related to the towing strategy of the 2014 pickup.

We also got the chance to drive a few Toyota Racing Development versions of the new Tundra through a rather muddy off-road course. The trail included several deep-water crossings, off-angle log traversing, steep and slippery hill climbs, and a tight, deeply rutted two-track through a densely wooded area. The 2014 Tundra does have a new transfer case from BorgWarner (similar to the Ford F-150's), which gives it a slight gearing advantage with a 2.64:1 low-range ratio when compared to the previous Japanese transfer case.

(Since BorgWarner is a U.S. company, this will help the Tundra improve its U.S. content percentage. Toyota calculates this new truck to have 75 percent U.S.-sourced content.)

Along with the new transfer case, Toyota has located a new four-wheel-drive dial within easy right-hand reach of the driver, so switching from 2WD to 4WD High range can now be done in excess of 60 mph (not something easily done with the previous chain-drive T-case).

We found the TRD Off-Road Package (an option for both SR5 and Limited models) to handle the nasty terrain with great skill and composure. We can't say the new exterior or interior designs allowed for any increase in visibility, but we did find it much easier to electronically slip into both 4WD Low and High range. Our favorite feature in the TRD package is the brand-new, exclusively designed Michelin all-terrain tires. We're told these are the only off-road tires Michelin makes, and it won't sell them to anyone except Toyota for use on the 18-inch TRD-packaged Tundras. That's a huge shame, because these tires offer a great on-road feel and have little of the on-road noise typically associated with off-road tires, especially since they have aggressive side lugs. Our guess is this tire will make it to other performance-oriented four-wheel-drive vehicles in Toyota's lineup as well.

Bottom Line

Tundra group 1 II

We didn't mention the San Antonio plant fiasco in order to give Toyota an excuse for pulling up so short on this third-generation Tundra, but we think it's an important fact to keep in mind. It makes a decision like the one GM made to invest in the 2014 Silverado even more impressive. There had to have been dozens, if not hundreds, of places along the decision-making process where money could have been taken away or reduced. But GM didn't hold back on the Silverado revise.

We know there are more things to be done with the Tundra. What's encouraging is that Toyota knows that, too.

Our bottom line about the 2014 Tundra: It deserves a closer look, despite its shortcomings. We hope we've shed enough light on this new truck to make you want to give it a closer look. Although it doesn't offer as much as we would have liked, the details and small changes make us optimistic about what will happen for Tundra down the road. Look for more details about pricing in the next few weeks, as well as more on- and off-road performance when we get a truck to test.

For a closer look at the new trim packages of the 2014 Tundra, go to our Facebook page

Toyota Tundra 1794 Edition Interior

Tundra 1794 Int II

2014 Toyota Tundra (and Tacoma) Chief Engineer Mike Sweers

Tundra Mike Sweers II

2014 Toyota Tundra SR5 TRD Double Cab

Tundra SR5 side II

Redesigned 2014 Tundra center-stack with next-gen Entune

Tundra centerstack II

CrewMax rear seats flip up like competitors in segment

Tundra CrewMax seat II

New front grille with 3-piece bumper on SR5 Tundra

Tundra nose SR5 II




Just give it up man, you keep posting crap from 5 decades ago that does nothing to help your cause when talking about today's stuff.


Nice find, I always knew the current hemi wasn't a proper hemi but to find out they went to a Porsche design and tweaked that just makes the Hemi arguement that much better. Although I do like Porsche and they can make some good power out of a 6 cylinder, it still is funny having to go to the Germans for motor help and now being owned by Italians, haha.

@Tyler, The 426 Hemi is regarded as the best muscle car engine, so using the best engine design for horsepower makes sense when you are trying to go as fast as possible in ¼ mile.


@BIG Al, my 2006 mazda speed 6 has an turbo 4 cylinder.
FOrd made crap little cars until they teamed up with mazda. A ford fusion is a sister car to the mazda 6. dont know what mazda got out of the partnership, not much, ford got the upper hand on that deal and all of sudden they make great cars, just got all the tech and or stole tech from mazda. the turbo started burning oil at around 45K in mazda, rest of the car was rock solid, snow rain nothing slowed that car, got a little loose on curves at around 140mph + awesome machinery for the $$ nothing could touch it or come close, ultimate road car

Not even close. The current Mazda 6 LOOSELY shares a platform with the last gen Fusion - definitely not a rebadge. Even the wheelbase was different.

And the Mazda has absolutely nothing in common at all with the current CD4 Fusion.


@Tyler - The Rambo Motard Goat Herder tribe goes on and on about Top Fuel but that engine has SFA (I'm not referring to solid front axle for the goat herders) to do with what is in the current Chrysler/Dodge/Jeep/Ram products.

Chrysler advertising promotes the 5.7 and its other "Hemi" engines as being related to the '71 and older hemi.

It has nothing to do with it.

Now the head goat herder HemiV8 trying to divert the conversation by asking the question "Is it a real Hemi?"


The current engine that Chrysler choses to call a "hemi" has its design roots originating from Porsche not Chrysler.

It has SFA to do with the 426 hemi or any of its ancestors.

Chrysler has a trademark on the name "hemi". They put that name on a 4-cylinder Mitsubishi 2.6L engine .
I don't hear the Rambo brotherhood brag about that one........

The hardcore Rambo Motard Goat Herders are a confused bunch with no centre or TRUE identity:
They worship a company that has had 2 bankruptcies, has been owned by Germans and Italians, but the CEO of Fiat is a Canadian/Italian and the CEO of Ram is also Canadian. Most of the trucks are made in Mexico and to top it off, the engine they worship and adore - is a Porsche design with no tie ins to the original Chrysler Hemi.

It is like they are the people living in "the Matrix" but do not realize that they exist in a dream world.

It makes me laugh each time I read posts from the Rambo Motard Goat Herder's Tribe.

The current Tundra is so stupid looking that it is a deal breaker. This looks good and should be competitive and best of all - a choice in the market that doesn't benefit the thieving runt UAW Parasites.

Toyota still doesn’t offer an integrated trailer brake controller in the Tundra. How many years in is this now?

(insert Price is Right loser horn here)

It’s ironic that Toyota boasts of being the only half-ton on the market that is J2807 certified, yet it is also the only half-ton without an integrated trailer brake controller.

Fuel economy be dammned. If you buy one expect to spend a lot of time at the gas station.

fuel economy is not what I would call terrible, my old Ram only got 11 MPG and my buddies Hummer only gets 9 so compared to that the Tundra is a real sipper.

I like most of it, but not the huge, ugly plastichrome grille.

Why do all truck manufacturers feel it necessary to hang this huge, gaudy lump of brittle, expensive plastic on the front of vehicles that are (purportedly) made for WORK. The bodywork in general on modern trucks has gotten so big and bloaty that they're now too big for any but the widest trails. This stuff doesn't make a truck look any better and it diminishes a vehicle's utility.

Why not have smaller, tighter, more tastefull grilles and bodywork and use the money/weight savings on things like:

*Thicker, more compact (NON-PLASTIC) bumpers!

*Useable tow hooks (i.e. not recessed way back inside of blobby plastic bumpers)!

*Maybe some skid plates that can actually support the weight of the vehicle!

Maybe I'm dreaming...

"Fuel economy be dammned. If you buy one expect to spend a lot of time at the gas station."

Actually, I spend less time at the gas station with MY 2011 Tundra 5.7 than I did with my 1988 Silverado 350 or my 2006 F150 5.4.

I still have to punch it and wind it through the gears to get up to traffic speed when entering US54 after exiting my property, so nothing has changed.

Yeah I agree with the deep thoughts of Rick...”fuel economy is not what I would call terrible, my old Ram only got 11 MPG and my buddies Hummer only gets 9 so compared to that the Tundra is a real sipper....”

I would take that one step further Rick, a M1 Abrams tank gets less than 6/10ths of a mile to a gallon and a Lear Jet gets about 4 mpg, so compared to that the Tundra is great! So what Toyota hasn’t developed a new engine in over 7 years...we should all be happy that they basically decided to put lipstick on this pig.

I also agree with Ken... “It’s ironic that Toyota boasts of being the only half-ton on the market that is J2807 certified, yet it is also the only half-ton without an integrated trailer brake controller....”

But what is really ironic Ken is how the “domestic” manufactures (if in some cases you call Canada and Mexico domestic built or if you call domestic as being owned by Fiat), boasts of having an integrated trailer brake controller, yet little or no reliability, quality or resale value.

Which Pickups Hold Their Value Best?

Posted by Mark Williams

Large Light Truck: Ford F-150, with an expected retained value of 48.6-percent of original cost. The Toyota Tundra and GMC Sierra are listed as Honorable Mentions.

Large Heavy Duty Truck: Ford Super Duty F-350, with an expected retained value of 48.4-percent of original cost. The GMC Sierra 2500 HD and Ram 2500 HD are listed as Honorable Mentions.

2013 LD Challenge:

1) F-150
2) Ram
3) Chevy
4) GMC
5) Tundra

2008 LD Shootout:
1) F-150
2) Silverado
3) Tundra
4) Sierra
5) Ram

Toyota seems to be going in the wrong direction.

Oh thanks Rod you convinced me...sorry about my comments and taking you away from your recalls with my silly thoughts...I know how much times those recalls can take.




Hey I’ll take a certified check for 48% of what I paid for my ECOBOOST (where QUALITY IS JOB NONE), when will you come and tow away POS Rod?



Sorry that one was Mexican...Heeeheeeee



Oh sorry those last two are Fiat not a domestic trucks...you got me again! lol

@Marchionne, You forgot Toy 0 ta!

2013 Tundra Recall List
3 Recalls

Read more: http://www.automobilemag.com/am/99/2013/toyota/tundra/base_standard_bed_regular_cab_pickup/2121/recalls.html#ixzz2aefxrGZU

You are right Hemi Tick I forgot that recall.

@ Rod


so PUTC "reports" that a company "claims" the F150 is "EXPECTED" to hold its value better. LOL LOL LOL LOL LOL LOL LOL LOL LOL LOL LOL...................... seriously come to the REAL WORLD where the F150 isnt even CLOSE to the Tundra in resale value. i will give you an example of MY OWN TRUCK.

2010 Tundra Crew Max 4x4 Platinum model. 43,500 miles. with rear entertainment. my AVERAGE black book value is $33,650. with an MSRP of $49737 that is a 67.5% VALUE AT 3.7 years!!!!!!!!!!!!!!!!!! there is NO FORD that brings even REMOTELY in the ballpark of this. i could sell my truck today myself for around $38,500 a mere 10k away from the ORIGINAL STICKER PRICE! There is no comparison between them in resale value you are living in la la land if you really believe that

Lol really Hemi...3 Toyota recalls...the FIAT 1500 had 3 recalls in 1 week. Talk about the pot calling the kettle black!

You need to get your head away from the exhaust pipe!

Chrysler HEMI is not even a HEMI design. HEMI is a marketing con to fool the public school retards into thinking they are buying something special.

Don't bring up what you cannot back up.

13 Tundra: 3 recalls
13 Ram: 3 recalls

When they were both new:
07 Tundra: 10 recalls
09 Ram: 2 recalls

Tundra has more recalls old or new.

@Honestly & Tammy lol, To you Hemi is just a badge on the side of the truck. For me it's valve geometry. A Hemi head will always have more flow potential then a wedge head engine.

Toy 0 ta! recalls LMFAO!


1. when you comment about the frame it's funny because Tundra's frame is the same design as the D3's 3/4 and 1 ton. So you can accept and applaud the frame design there, but bash it on this truck...why?

2. if you haven't done your research you can understand the real reason for all the "brand new" engines the D3 are providing. they say its advancement and latest and greatest, but if you look at the rate at which those engines are selling they are very low..so conusmers are not buying them. however, if you understand the EPA/LEV credits these manufacturers receive for these "new items" you can understand that they are not really creating them for customers, they are creating them in order not to get smacked with heavy fines.

3. well you might say that "hey the eco-bust (a la class action lawsuit) and new the V6s have better MPG which means it's made for customers desires." but take a look at real world fuel economy testing results and all trucks, regardless of engines get roughly the same MPG (14-16). So how much is that ecoboost saving you on fuel especially if you have to pay that price premiuim for the engine. do you want a V6 that is busting its backside to tow your rig or do you want a V8 that is barely working that tow that rig?

Chrysler HEMI is not even a HEMI design. HEMI is a marketing con to fool the public school retards into thinking they are buying something special.

Posted by: Tammy | Jul 31, 2013 4:04:01 PM

Tom Hoover, one of the engineers responsible for the 426 Hemi, told Hot Rod that he had discussed the Elephant Engine's design with new-Hemi engineers. At least three of his suggestions - raising the camshaft (to shorten pushrods, reducing valve train inertia and allowing simpler exhaust rocker arms), using twin spark plugs, and adding squish area (to make light load/low speed efficiency better and reduce emissions) were immediately adopted.


At first glance, I was convinced this was a disaster being an owner of a Platinum 2012 CrewMax. My feelings are more tempered as I see more pics coming out. I still believe the design crew in CA could have been more 'individual' or unique with their approach and using the time that they had to work with. The interior has obvious Ford influences that Ford could be turning away from in the new 2014 F-150. The side profile, especially the deliberate, squared-off, wheel housings hints of the GM twins. But I saw the new '14 GMC and it is a ubiquitous cinder block, even up close. The tundra has some softening around its edges and I am relieved for that. But I think Toyota managed to pull it off if not by the skin of their teeth, despite leaving the power train untouched. If they improved the class leading 5.7, I might have bought one. In hindsight, I won't be too harsh though and I like the interior. The seats look bolstered and comfortable. If I were on that design team, I would have pushed them to have been more aggressive inside. I don't care for the plastic, bright aluminum look with the cheap-looking radio knobs and the silver-plastic dash panels flanking the radio and on the steering wheel. Gross. Just go with black. I will drive one to se for myself. Still love the Tundra and hope to see Toyota at the head of the pack soon!

PS: a poke at those armchair QB's: The Tundra has a 10.5" ring gear. NO ONE has that in a 1/2 ton. I took my rear out and it is enormous! Also the aluminum driveshaft and heavy duty transmission with cooler is unique. This truck has 3/4 to one-ton parts on it such as the 14" rotors and 4 piston brakes. The steering is second to no one and it rides like a car. This is a one-off effort back in '07 when NO ONE had a 6 speed and it took GM and Ford 2 years to catch up. The Ram didn't get a 6 speed and it's Hemi is weak and the ride was a marshmallow. It got the old, slow shifting 5 spd from Mercedes that's now in the Wrangler. I've rented the Silverado, the F-150 and the Ram and i'm fine with my Tundra. Drive them and see. The silverado STILL has the column shifter. NO ONE has that. GM had even MORE time to get it right than Toyota and Toyota dealt with the tsunami AND the US depression! All the trucks in this segment are good but the Tundra is a step better.

You are right "truthful" both the Fiat and the Tundra have lots of recalls I agree...they are both POS. Thanks for make that point...lol...they don't call you "truthful" for nothing.

Oh Ya, What truck do you drive Marchionne?

Toyota Tundra


@Hemi V8, Marchionne is a GM guy. He hates Ram. Dislikes Fords and Toyotas.


@Marchione, You like Chevy.

Chevy leads in recalls for 2014.

Air bags.

Read more:

@ What you drive a Toy 0 ta! with a chevy v8?


"The 426 Hemi is regarded as the best muscle car engine, so using the best engine design for horsepower makes sense when you are trying to go as fast as possible in ¼ mile."

That is a pretty bold opinion there bud, because that is heavily debaltable. If you are talking most powerful muscle car in the 60's then most would concur it would be the L88 427 (very limited production of about 20 but produced for the typical street person none the less). In production trim the 426 was pretty much equal to the 440 in terms of performance. This can go on and on when you start talking adding slicks or less restrictive exhausts like some magazine testers did. But straight up show room stock the hemi wasn't king dingaling in terms or performance or actual numbers, but it certainly was up near the top...

We aren't going there as that is getting off topic.

@Cubic Inch: A shorter nose allows for a longer bed in the same overall length as another brand's short-bed model.

I love trucks, and think all trucks are cool - though I was a Chevy guy that switched to Toyota; I do think Rams are the nicest (though least reliable) and that Ford is probably the best built US named brand now (and am sad they have decided to invest in hot rodding V6s rather than improving V8s).

I wish Toyota did more for 2014 as they are more than capable, but also understand why they didn't as it seems making a better truck than the holy 3 is unamerican and the added bashing from perceived increased threats to the holy 3 and US jobs limits sales to sub200K as even those wanting one do not want the stigma that has been attached by others (as witnessed in 2007MY).

I used to come to "pickuptrucks" .com every day to keep up on what is happening in the truck world. There has always been a Big-3 bias (especially pro-Ford) but I have come to expect that in a typical American site discussing a very american topic.

What I am also seeing that as time goes by, the level of bias and bashing is increasing to a point that I now expect to see non-objective reviews, unprofessional comments, and childish comments. My visits here slowly turned to see what was missed or wrong in reports and then now more as a form of novelty entertainment like tabloids.

I do like learning of press releases and often follow the link to form my own unbiased opinion rather than read the articles here and risk being influenced by too narrow minds.

This site should consider its own "minor upgrade" and rebrand itself "Big3trucks" or "noimportsallowed" .com as it seems those here prefer the musd their fathers and father's fathers drank over ice cold clean spring water. Or consider a major upgrade to restore truly objective unbiased reporting to perhaps in time become an authority on the the topic that currently names the site.

I am now shopping for an objective unbiased and professional source of factual truck news and journalism - but doubt it exists.

I have an 11 Tundra, and generally love it. I like the interior, and prefer the profile to the new one, the squared off arches look odd and GM like now. The interior, to me does not appear to offer anything extra, just another fancy computer with a big confusing and distracting monitor in the middle, that you wont be able to read in strong sunlight, just like GM FORD and RAM.
The change of tires has to be good, the BFs are junk. The front could have been more radical, and the swap to single bulb headlights will probably be not as good as the older twin bulb, in fact the new headlights look like they are lost, or someone suddenly remembered they should be there ! I was hoping for the gearbox to be addressed (manual preferred) or the ability to lock the gear in (S) mode rather than restrict the gear. Much easier to take off in snow in 2nd, but box will not let you. Overall the changes are as said cosmetic, and a bit of a let down, the prototype was much better looking, and hopefully will be Gen 4 .
Will this stop me getting a 2014 at the end of 2014, hell NO ;-) The lease plan is great, the truck is quiet, powerful and comfy, still the only one with reach adjustable steering, and for a tall guy with a rebuilt shoulder, that sells it anyway. Colour selection is a bit restricted too.
Oh and for all the "Big 3 " pundits who seem to enjoy their partisan quips, I tried them all first. The Ford has a woeful driving position and awful seats (for my needs). The GM and Chevy were Bland and overpriced, with poor build quality, The Ram was great looking and comfy, but No lease plan and ridiculous financing rates. All of the big 3 offered deals you could not actually get and the dealers were only interested in up-selling. In the end i got my better spec Tundra for less than any of the others. Check out what you really pay at the end of the day.

Did they fire the little girls that designed the last one?

Are you kidding me the 1794 edition is awsome.toyotas are bulletproof.toyota has some big challenges going forward. Their drive trains and gas mileage is falling way behind competion and will hurt their sales. They need to look at 2015 ford atlas. I will switchif they don't keep up with an ever improving truck market.ram dodge is pulling ahead as of 2014 no contest.

I own a 2010 Tundra and didn't like the 2014's looks at first, but it has slowly started to grow on me. My problem is Toyota spending money on interior and exterior improvements without paying any attention to gains in Fuel Economy. They are now falling behind those champions of fuel sipping; Ford, GMC, and Ram.

I don't mean to criticize but in a climate of economic downturn coupled with skyrocketing gas prices, this is a gross oversight. I would be happy to see them pour a little less work into those idiotic Prius things they continue to churn out in an increasing array of useless configurations and put some effort into increasing fuel economy in an actual practical working man's (or woman's) vehicle. Isn't innovative fuel technology supposed to be a cornerstone of Toyota's marketing/engineering strategy? Toyota should be the standard bearer for increased fuel economy in this segment, not the biggest laggard.

I'll be in the market for a new truck again in a few years. Unless Toyota addresses the potential fuel economy improvements that can and should be made, my first Tundra will be my last.

I don't know about everyone else but, I have owned 4 Tundra's and have never ever been let down with the reliability of these trucks. Furthermore, you people dissing the Toyota and putting Ford, Dodge, and Chevy on a pedestal need to get a clue about "resale". Do the research before you buy. The Tundra holds its value way way more than any of these others. It's a fact!

I am an disabled Veteran and I am unable to get in the new 2014 Tundra due to the absence of a hand grip on the drivers side.

@ Reality YOu are spot on sir and for just this reason only, the resale its a no brainer to buy toyota !! The Reliability is the BEST. i have owned every truck except a titan and i currently have a 2010 Tundra. 45K trouble free miles ZERO issues.
I call BS on this test and comparasion to my older tundra.
I must have monkey arms for a 5'7" guy, but i have never had any trouble at all reaching any of the controls in my 2010 Tundra. The ride was the same in the 2014 I drove, still has the toyota bed bounce, no change at all. RIDE no improvement unchanged. The ac in my truck is the best. 2014 tundra not so much because of the tiny registers compared to the 2010. AC airflow FAIL. The rear seats in the dbl cab have a much lower seat cushion height now. FAIL. dont have the rear wall of cab curving in to headroom then you wont have to lower the rear seat Toyota, DUH.
Can no longer TURN OFF the electronic nannies FAIL. WHen i put the pedal to the floor is was not nearly as responsive or powerful as my truck, i could feel the electronic nannies controlling the power BIG FAIL since this is one of the best features of the truck the 5.7L and now you cant turn off the nannies like in my 2010. the other changes exterior interior i can take em or leave em but DEFINITELY not worth the money to change trucks from my 2010 to 2014. Also another big FAIL on 2014 is the center console lid doesnt slide fwd anymore, that is so handy to use as a writing surface . Having the big bump under the rear seats of Crew max is a FAIL. and no extra storage with that waste of space big bump under seat FAIL. I'll run my 2010 into the ground. TOYTOA next time make the back wall straight up and down to give dbl cab more headroom and put in the vertical sliding window. i have to have a 6.5ft bed in a truck. otherwise will buy and suv. As a long time toyota owner, had a 91xcab for 10yrs. call me for your next redesign, i have a lot of common sense good ideas. I know common sense isnt common anymore but it works for me !

@ lewis Ray, good observation, everytime my lower back goes out or i bust up my ribs riding quads and dirt bikes to fast that handle sure does come in handy

The interior looks like my 2004 f150 toyota just copies ford

outboard mounted shocks like my o4 f150

tailgate spring like my 04 f150 but toyota took it a step further
with hydrolics

I just replaced my 2001 Tundra TRD with a 2014 TRD version. Toyota didn't wonder far from it's initial Tundra platform and they shouldn't have. Toyota makes solid trucks for truck users; stylish enough to take out on the town and truck enough to work, haul and tow with. It shouldn't cost you 50K for a pickup truck that looks and operates like a car. If those are the type of "upgrades" looked for in a Tundra, those seeking them should check out Toyota's luxury automobile line. Great job Toyota, keep making Trucks!

Toyota trucks r great, n they get better every year.

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